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TRANSAXLE
Transaxle
Objectives
To know the system interface and control logic . Enable to understand the newly developed technical features.
The automatic transaxle for ED is same as one for LD facelift. change have been applied. European market for KMC.
rd
The 3 position switch was added due to the different shift lever (7
positions with step gate type) and the electronic type shift lock control system has been applied in the
Transaxle
1. Introduction
1.1 General
ED has New Alpha transmission which is being applied in LD facelift model. Its mechanical structure is nearly same with HIVEC except valve body and the hydraulic circuit and the control logic is a little bit different. In this training manual it will cover main features which are compared to Alpha transaxle (A4AF3) and control logic.
Model
Volume
Power/Torque (ps/kgm)
M/T
A/T
5DR
Wagon
3DR
A4CF1
Beta
2.0D CVVT
140 / 18.8
M5CF2
A4CF2
U DSL D
1.6 VGT
115 / 26.0
M5CF3 M5 CF3
2.0 VGT
140 / 31.0
M6GF2
3 (UD, OD, REV clutches) 4 (UD, OD, 2nd, LR) 6 (PWM 5, VFS 1) Sports mode 379 71.9 236mm 2.919 1.551 1.000 0.713 2.480
Accumulator Solenoid valves TGS lever Length (mm) Weight (kg) T/Con. Size (DIA.) 1st gear ratio 2nd gear ratio 3rd gear ratio 4th gear ratio Reverse gear ratio
1 (Rear clutch) 6(On/Off-3, PWM-3) 6 with O/D switch 390.5 76 230mm 2.846 1.581 1.000 0.685 2.176
Transaxle
2. Main Features
A4CFx transmission has a lot of changed items comparing to Alpah T/M. It has 1. Long travel damper clutch torsion spring 2. Flat type torque converter 3. Full line pressure control (VFS) 4. High capacity oil pump which is from alloy material 5. Flexible Printed Circuit (FPC) wiring harness 6. Hall type PG-A and PG-B without VSS 7. Grinding type gears which can reduce NVH.
Oil separator
A X 17EA
Valve body mounting bolt location 7 Chonan Technical Service Training Center
VFS
2.6 Accumulator
a: For UD clutch Two springs with white color b: For OD clutch One spring with yellow color c: For 2nd brake Two springs with yellow color d: For LR brake One spring with yellow color
- UD: Under Drive Clutch - LR: Low and Reverse Brake - DA: Damper Clutch Apply - LUB: Lubrication Pressure (Constant 0.2~0.3bar) - RED: Reducing Pressure (Constant 4.5 bar) - OD: Over Drive Clutch - 2nd: 2nd Brake - REV: Reverse Clutch
* The screw diameter and pitch for oil pressure checking port are same as one for HIVEC.
maximum of 10. 5 bar resulting in some shifting shock. Control way is similar to VQ Delphi system. Even it has short to ground condition, only VFS doesnt work. It means this condition doesnt lead all solenoid valves off condition. However, in case of short to B+ condition, the VFS will operate fully and it may result minimum line pressure. It will cause the severe damage in the clutch disc if you depress the acceleration pedal fully or do the engine stall test in this condition.
the A/T by N range so the forward driving is not allowed in this condition. in this condition. This is the difference comparing with the HIVEC.
open condition, the TCM will control the A/T by P or N range so the backward driving is not allowed In case of HIVEC, the Reverse In this condition, clutch hydraulic pressure is supplied from the manual valve and it is done mechanically, however this new alpha A/T has PCSV-B to control 2nd brake and Reverse clutch respectively. PCSV-B will be ON because TCM control the A/T by N or P.
nd
pressure is supplied to 2 brake and Reverse clutch and that is the reason why the backward driving
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Transaxle
is not allowed if R terminal is open condition.
Chromic cover
Transaxle
The 3rd position switch which has the same function with O/D off switch is positioned bottom side of shift lever assembly. When shift from D to 3, PCM (TCM) makes shift down from 4th to 3rd gear.
Transaxle
3. Electronic Control
Input and output components are the same with HIVEC A/T except VSS. In case of on/off solenoid this is the main difference comparing to the one for HIVEC.
* As the front wheel rotates, it is changed depending on the vehicle speed in D range 1st gear condition. However, it maintains to engage LR brake in case of Sports mode 1st gear. Next explanation will follow to make you understood the hydraulic control logic. PCSV-A: It concerns of the hydraulic pressure for OD clutch and LR brake. valve (on/off) will decide the oil passage to OD or LR. PCSV-B: It concerns of the hydraulic pressure for 2nd brake or Reverse clutch. pressure is required for 2
nd
When the oil pressure Another solenoid When the oil Whenever this
is required for OD clutch or Low & reverse brake, this solenoid valve must be off.
solenoid valve is off, it will make the oil passage of reverse clutch opened. position is selected, the pressure will be applied to the reverse clutch. reverse clutch is not engaged in 2 and 4 gear (PCSV-B off condition) PCSV-C: It is the simplest one among all solenoid valves. operation.
nd th
It concerns of only for under drive clutch Not only this PCSV-C but That is, when the solenoid is
also all solenoid valves in this model are normal high (N/H) type.
energized with the particular current, the relevant element (clutch or brake) is not engaged (normal
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Transaxle
condition). It is just like a normal open type solenoid valve. PCSV-D: It is only for damper clutch operation as you can see in the table. off, the damper clutch is released. SCSV (On/Off): As it is mentioned before in this manual, actually it is not controlled by On/Off by TCM as in the case of previous Alpha or Beta automatic transaxle. depending on the signal of SCSV. It shows the duty controlled waveform and the Low & Reverse brake pressure and Over drive clutch pressure is switched When this solenoid valve is off, LR brake pressure is released That is the reason why the 3rd gear failsafe (mechanically and the OD clutch pressure is applied. When this solenoid is
failed 3rd gear condition) is possible when the all solenoid valves are off including this solenoid valve.
PG-A
PG-B
To detect PG-A or PG-B failure, special time and other values conditions are need. Before failure detected above picture, even missing PG-A symptom happens but it doesnt go to limp home. It means to detect this failure more than 1 second missing condition in signal happens then PCM considers this as PG-A failure condition and it goes to limp home. Typical limp home by this is
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Transaxle
electrical 3rd gear holding but shifting from 3rd to 2nd is O.K.
Transaxle
-2.0 PCSV-A (OD & LR) PCSV-B (2nd & Rev.) SCSV (On/Off) PCSV-D (Lock up) OTS (Ground) OTS (Signal) Solenoid valves Power PCSV-C (UD) VFS VFS Power
PCSV-B (2nd & Rev.) SCSV (On/Off) PCSV-D (Lock up) OTS (Ground) OTS (Signal) Solenoid valves Ground PCSV-C (UD) VFS VFS Ground
When solenoid valve has any failure, it goes to immediate 3rd gear fix.
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In point A, SCSV on/off valve goes to short to GND. Even it does like this before, the duration is not more than 1 second so it doesnt goes to limp home. When it goes over more than 1 second, it goes to 3rd gear hold and releases all solenoid power. This can be distinguished with PG-A or PG-B failure. PG-A or PG-B failures case shifting from 3rd to 2nd is O.K but solenoid failure doesnt allow any shifting except P & N or R.
Transaxle
When CAN system has any failure, it shows can bus off or can time out error. And mentioned data
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Transaxle
will be fixed like as follow:
Recent Transmission can have self studying function for better shift quality. Increasing or
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Transaxle
decreasing solenoid valve duty by checking output speed comparing to input speed value is the main factor. Also damping control by each different various is done by this self studying. Whenever you replace new TM with old PCM(TCM), it is strongly recommended to conduct resetting auto T/A values. Conducting this you can erase all taught value before.
Under P & N range only LR brake is engage. Solenoid 100% means reducing line pressure (No engagement).
It is the first
time to adopt in EU market from ED so it will explain this system feature briefly in this manual.
been applied in MS, SA, GH, JB (for KMC) and XD, LD, EF,
Transaxle
2) Actuator (built in control module) type In this system, the independent electronic control module is not required, it is built in the actuator. The operating noise is higher than This system offers not only P to other types.
R shift lock but also N to R shift lock. Depressing the foot brake under the ignition key ON condition to release the actuator. This system has been applied in GQ,SD,CT,PU,VQ (for KMC).
In this system, not only P o R shift lock but also N shift lock function is available. (Foot brake ON is required for N to R shift) Generally N to R shift function is added on the vehicle that has the step It has lower operating noise and gate type shift lever because there is no push button in the gate type lever so it is necessary to get the another safety device for R shifting instead of the push button. better layout to install on the vehicle. The independent control module is required and it has been applied in EN, EP, ED, NF, TG, LC (for HMC) and MG, VQ, ED (for KMC) (for KMC). Releasing condition: Ignition key ON P, N range Following is the releasing condition of the solenoid valve and it controls the adjustable pedal together in case of some vehicle such as NF, TG, EN (for HMC) and VQ
- D range (VSS<7km/h)* * Some vehicle will receive the vehicle speed signal to ATM shift lock control module.
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Transaxle
The reason of the input for the vehicle speed sensor is,
Transaxle
Sometimes, a driver may shift the lever from D to R with very high speed while parking. the shift lock solenoid is not released in D range. Basically
too much high speed, the ATM shift lock control module may loose the signal of N, so that the shift lever cannot move from N to R immediately even though the foot brake pedal is depressed securely. That is why exceptionally the solenoid will be released in advance at D range if the vehicle speed is lower than 7kph (it means that the vehicle is being parked now) for smooth moving form N to R without any stopping and resistance. Depending on the vehicle model and specification, the P range signal inputs to ATM shift lock control module from the A/T inhibitor switch or independent p position switch located nearby the shift lever.